Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
  • B60L50/00—Electric propulsion with power supplied within the vehicle
  • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
• • H—ELECTRICITY
  • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
  • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
  • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
  • H02J7/34—Parallel operation in networks using both storage and other dc sources, e.g. providing buffering
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
  • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
  • B60L58/30—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells
  • B60L58/32—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells for controlling the temperature of fuel cells, e.g. by controlling the electric load
  • B60L58/33—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells for controlling the temperature of fuel cells, e.g. by controlling the electric load by cooling
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
  • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
  • B60L58/30—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells
  • B60L58/32—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells for controlling the temperature of fuel cells, e.g. by controlling the electric load
  • B60L58/34—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells for controlling the temperature of fuel cells, e.g. by controlling the electric load by heating
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
  • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
  • B60L58/40—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for controlling a combination of batteries and fuel cells
• • H—ELECTRICITY
  • H01—ELECTRIC ELEMENTS
  • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
  • H01M8/00—Fuel cells; Manufacture thereof
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
  • B60K28/00—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions
  • B60K28/10—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the vehicle 
  • B60K28/16—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the vehicle  responsive to, or preventing, skidding of wheels
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/60—Other road transportation technologies with climate change mitigation effect
  • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
  • Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells

Definitions

• the present invention relates to a voltage control system and to a vehicle comprising the voltage control system.
• an electric automobile which employs a fuel cell system or the like as a source of drive power for the vehicle.
• driving of the vehicle is implemented by electric motors being driven by electrical power supplied from the power supply, and by the drive wheels of the vehicle being rotated by the rotational force of these electric motors. Since the running stability of this electric automobile is deteriorated if free spinning (slippage) of a vehicle drive wheel occurs while it is running, accordingly recently, as for example disclosed in Japanese Patent Publication No. JP-A-2001-204107, there has been proposed a technique for enhancing the running stability of the vehicle by suppressing the drive force to a vehicle drive wheel if it has been detected that the drive wheel is spinning freely.
• the present invention takes as its object, with a voltage control system which is built so as, if there is a deficiency in the electrical power supplied from a power supply, to maintain the system voltage at an approximately constant level by supplementing electrical power discharged from an accumulator device, to solve the various problems which are caused due to abrupt changes of system voltage.
• the voltage control system includes: a power supply; an accumulator device which accumulates and discharges electrical power; a voltage control device which keeps a system voltage a predetermined value by discharging electrical power from the accumulator device when the electrical power supplied from the power supply is insufficient, or by charging electrical power to the accumulator device when the electrical power supplied from the power supply is surplus; and an electrical power transfer control device which controls the transfer of electrical power to and from the accumulator device so as to reduce the rate of change of the system voltage, when the amount of decrease or increase of electrical power required by one electrical power consumption device included in a system which utilizes the system voltage is greater than the predetermined amount.
• the electrical power transfer control device In this voltage control system, it would also be acceptable to arrange for the electrical power transfer control device to control the transfer of electrical power to and from the accumulator device so as to reduce the rate of change of the system voltage, when it has recognized that the required electrical power has reduced.
• this voltage control system is employed in an automobile which comprises a plurality of drive wheels, it would also be acceptable to arrange for it to include a plurality of electric motors, each of which drives one of the plurality of drive wheels and the one electrical power consumption device is one of the plurality of electric motors.
• control device In this voltage control system, it would also be acceptable to arrange for the control device to increase the amount of electrical power which is supplied from the power supply to the accumulator device, the greater is the rate of reduction of the electrical power which is required by the one electrical power consumption device.
• the voltage control system includes: a power supply; an accumulator device which accumulates and discharges electrical power; a voltage control device which keeps a system voltage a predetermined value by discharging electrical power from the accumulator device when the electrical power supplied from the power supply is insufficient; and an electrical power supply control device which implements electrical power supply from the power supply and/or the accumulator device to another electrical power consumption device which is included in a system which utilizes the system .voltage, so as to reduce the rate of increase of the system voltage, when it has been recognized that the amount of electrical power required by one electrical power consumption device which is included in the system has decreased.
• control device In this voltage control system, it would also be acceptable to arrange for the control device to increase the amount of electrical power which is supplied from the power supply and/or the accumulator device to the other electrical power consumption device, the greater is the rate of reduction of the electrical power which is required by the one electrical power consumption device.
• the one electrical power consumption device in this voltage control system, it would also be acceptable for the one electrical power consumption device to include an electric motor, and to arrange for the control device to recognize upon increase or decrease of the required electrical power, based upon increase or decrease of the electrical power consumption of this electric motor. Furthermore, it would also be possible for there to be included a drive wheel which is driven by such an electric motor, and to arrange for the control device to recognize upon increase or decrease of the required electrical power, based upon whether this drive wheel is in the freely spinning state or not. Yet further, it would also be possible to employ a fuel cell system as the power supply. [0016] Furthermore, the vehicle according to the present invention is one which includes such a voltage control system. As such a vehicle to which the present invention may be applied, there may be cited an automobile, a ship, a robot, an aircraft, or the like.
• the voltage control system includes: a power supply; an accumulator device which accumulates and discharges electrical power; a voltage control device which keeps a system voltage a predetermined value by discharging electrical power from the accumulator device when the electrical power supplied from the power supply is insufficient; and a rate of change reduction device which reduces the rate of change of the electrical power which is supplied from the power supply to a certain electrical power consumption device included in a system which utilizes the system voltage, when the electrical power required by the certain electrical power consumption device decreases.
• Fig. 1 is a structural system diagram of a vehicle (an electric automobile) according to an embodiment of the present invention
• Fig. 2 is a flow chart for explanation of a voltage control method performed by a voltage control system according to an embodiment of the present invention
• Fig. 3 is a set of time charts for explanation of this voltage control method performed by the voltage control system according to an embodiment of the present invention
• Fig. 3A shows the electrical power consumed by a traction motor
• Fig. 3B shows the electrical power required by the system
• Fig. 3 C shows the system voltage when this system according to an embodiment of the present invention is employed
• Fig. 3D shows the system voltage when a conventional system is employed.
• the electric automobile according to this embodiment is a four wheel drive vehicle which comprises an electrical power system 4, a control system 5, and a fuel cell system.
• the electrical power system 4 comprises a secondary battery 40, a converter 41, an auxiliary equipment inverter (inverter for auxiliary equipment) 42, an auxiliary equipment motor (motor for auxiliary equipment) 43, auxiliary equipment, traction inverters 44fR, 44fL, 44rR, and 44rL (in the following, generically termed “traction inverters 44"), traction motors 45fR, 45fL, 45rR, and 45rL (in the following, generically termed “traction motors 45”), and vehicle wheels 46fR, 46fL, 46rR, and 46rL (in the following, generically termed “vehicle wheels 46"), [0025]
• This secondary battery 40 is one embodiment of the accumulator device in the present invention, and functions as an auxiliary power supply for the above described fuel cell system.
• the secondary battery 40 is made as a multi-layered battery module of the nickel-hydrogen type or the like, and, along with providing a supply of electrical power (discharge) at a predetermined voltage (for example 200V), also accumulates surplus electrical power. In other words, when the electrical power which is being demanded by the system (the system required electrical power) exceeds the maximum amount of electrical power which can be generated by the fuel cell system, this secondary battery 40 supplements this shortage amount of electrical power.
• the converter 41 is a voltage conversion device which converts electrical power which is inputted to its primary side (its input side) to power of a voltage value which is different from that of the primary side, and outputs this electrical power: for example, it may be a device which lowers the output voltage (for example 500 V) of the fuel cell 10 on its primary side to a lower voltage (for example around 200 V) on its secondary side.
• This converter 41 has a circuit structure which, for example, functions as a three phase bridge type converter.
• the auxiliary equipment inverter 42 outputs three phase AC electrical power according to a drive signal from a control unit 50, so that the auxiliary equipment motor 43 is driven at a torque which is set in correspondence thereto.
• This auxiliary equipment inverter 42 may, for example, have a circuit structure of a PWM inverter type which comprises switching elements such as IGBTs (Insulated Gate Bipolar Transistors) or the like, and converts the DC supplied from the secondary side of the electrical power system 4 to three phase AC electrical power of any desired amplitude, so as to supply it to the auxiliary equipment motor 43.
• IGBTs Insulated Gate Bipolar Transistors
• This auxiliary equipment motor 43 is a so called AC synchronous motor which converts electrical energy which is supplied as three phase AC from the auxiliary equipment inverter 42 into rotational force (torque) corresponding thereto, which it transmits to auxiliary equipment.
• "Auxiliary equipment” is a generic term for various types of auxiliary equipment driven by this auxiliary equipment motor 43. As examples of such auxiliary equipment, there may be cited a hydrogen pump 13, a compressor 22, a fan for cooling 32, and so on, as will be described hereinafter.
• auxiliary equipment inverter 42 controls the pulse width of the current for driving the auxiliary equipment motor 43, based upon the differential between the actual motor speed of the auxiliary equipment motor 43, and its target rotational speed. Accordingly, if the system voltage should increase abruptly, it may happen that an excessive current flows to the auxiliary equipment motor 43 due to control lag in the auxiliary equipment inverter 42, so that there is a failure of the auxiliary equipment.
• the traction inverters 44 and the traction motors 45 are devices provided corresponding to each of the vehicle wheels of this electric automobile (which is a four wheel drive vehicle), and they include: an inverter 44fR and a motor 45fR for the front vehicle wheel 46fR on the right side; an inverter 44fL and a motor 45fL for the front vehicle wheel 46fL on the left side; an inverter 44rR and a motor 45rR for the rear vehicle wheel 46rR on the right side; and an inverter 44rL and a motor 45rL for the rear vehicle wheel 46rL on the left side.
• Each of these traction inverters 44 outputs an independent three phase AC according to a drive signal from the control unit 50, and each of the traction motors 45 is thus driven at a torque which is set independently in correspondence thereto.
• Each of the traction inverters 44 may have a PWM inverter type circuit structure comprising switching elements such as, for example, the above described IGBTs or the like, and they are arranged, during acceleration, to convert DC electrical power which is supplied from the secondary side of the electrical power system 4 into three phase AC electrical power of any desired amplitude, which they supply to their respective traction motors 45. Furthermore they are arranged, during deceleration, to be capable of converting the regenerated three phase AC electrical power which is supplied from their respective traction motors 45 to DC corresponding thereto, which they supply to the secondary battery 40.
• PWM inverter type circuit structure comprising switching elements such as, for example, the above described IGBTs or the like
• Each of these traction motors 45 is a so called AC synchronous motor, and, during acceleration, they convert the electrical energy which is supplied to them as three phase AC from their respective traction inverters 44 into rotational forces (torques) corresponding thereto, thus causing their respective vehicle wheels 46 to rotate, and thus propelling the electric automobile. Furthermore they are arranged, during deceleration, to convert the rotational force of their respective vehicle wheels 46 into electrical energy so as to generate regenerated electrical power, thereby exerting regenerative braking force upon the vehicle wheels 46.
• These traction motors 45 and vehicle wheels 46 are each embodiments of the electric motor and the drive wheel of the present invention. Furthermore, the traction motors 45 are examples of the "certain electrical power consumption device" and the "one electrical power consumption device” in the Claims.
• This control system 5 comprises a control unit 50, the battery computer (BC) 51, and the like.
• the control unit 50 is a computer system which comprises a CPU, a memory, interface circuits and the like, none of which are shown in the figures; and, by this CPU sequentially executing various types of program which are stored in the memory, the control unit 50 performs integrated overall control of various types of electronic device incorporated in this electric automobile.
• the control unit 50 supplements it by discharging electrical power from the secondary battery 40, thus keeping the system voltage a predetermined value.
• This predetermined value is decided, referring to the voltage/current characteristics of a power supply or an accumulator device, or referring to the required electrical power by an electrical power consumption device, for example.
• the predetermined value can be decided, referring to the hysteresis characteristics of the electrical power consumption device. Such a system voltage is applied to the electrical power consumption device.
• control unit 50 controls electrical power transfer to the secondary battery, thus implementing supply of electrical power from the fuel cell system to the secondary battery, and reduces the rate of change (the rate of increase) of the supply of electrical power from the fuel cell system to the traction motors 45, thus reducing the rate of increase of the system voltage.
• control unit 50 functions as an embodiment of the voltage control device in the present invention. It should be understood that the control unit 50 of this embodiment is constructed so as to increase the amount of electrical power which is supplied from the fuel cell system to the secondary battery 40, the greater is the rate of reduction of the electrical power required by the traction motors 45.
• control unit 50 of this embodiment recognizes whether to increase or to decrease the required electrical power, based upon whether or not the vehicle wheels 46 are in the freely spinning (slippage) state. For example, if it has detected that a vehicle wheel 46 which is in the freely spinning state has contacted the ground and has shifted into the non-freely spinning state, then it recognizes that the rotational speed of the traction motor 45 reduces so that the required electrical power reduces. It should be understood that it would also be possible, not actually directly to detect that the vehicle wheels 46 are in the freely spinning state, but instead to recognize upon increase or reduction of the required electrical power, based upon increase or decrease of the electrical power consumption of the traction motors 45.
• Detection signals from various sensors and the like, not shown in the figures, for measuring the operational state and the running state of this electric automobile are inputted to the control unit 50.
• the operational state of an accelerator pedal which is actuated by being stepped upon by the driver is detected by an accelerator position sensor, and is inputted to the control unit 50 as an accelerator position signal Sa.
• the rotational speed of each of the vehicle wheels 46 of this electric automobile is detected by a vehicle wheel speed sensor which is. provided to that vehicle wheel 46, and is inputted to the control unit 50 as a vehicle wheel speed signal Sr.
• a vehicle wheel speed sensor it would be possible to utilize a speed sensor, or an current sensor which detects the drive current of the corresponding motor.
• the battery computer 51 controls the state of charge (SOC) of the secondary battery 40, so as to maintain it in an appropriate range. For example, on the one hand, when during acceleration or the like a device of high electrical power consumption is operated, this battery computer 51 discharges electrical power from the secondary battery 40 in order to supply the amount by which the electrical power of the fuel cell system is deficient; while, during deceleration, it charges the regenerated electrical power which is generated by regenerative braking into the secondary battery 40.
• SOC state of charge
• the battery computer 51 detects the voltage, the temperature, the current, the temperature of the ambient atmosphere and so on for each of the cells which make up the secondary battery 40, integrates the amounts of charge and discharge of the secondary battery and so on, and thereby produces a detection signal Ssoc which indicates the charge state as an SOC value, which is a relative value indicating the charge state, and outputs this detection signal Ssoc to the control unit 50.
• This fuel cell system is a system for supplying electrical power to the electrical power system 4, and comprises a fuel gas supply system 1, an oxidant gas supply system 2, and a cooling system 3, all centering around the fuel cell 10.
• This fuel cell 10 has a stacked structure made from a plurality of superimposed layers, each being a single cell comprising separators having flow conduits for hydrogen gas which is the fuel gas, air which is the oxidant, and cooling water, and Membrane Electrode Assembly (MEA) which is sandwiched between each pair of separators.
• These membrane electrode assemblies have a structure in which a macromolecular electrolyte layer is sandwiched between an anode electrode and a cathode electrode.
• a catalyst layer for the anode is provided upon a porous support layer
• a catalyst layer for the cathode is provided upon a porous support layer.
• Hydrogen gas is supplied from the fuel gas supply system 1 to the side of the anode electrode, while air is supplied from the oxidant gas supply system 2 to the side of the cathode electrode.
• a predetermined high voltage (fox example around 500 V) is generated between an anode electrode A and a cathode electrode C, which constitute the output terminals, and this high pressure voltage is supplied as the primary side input of the converter 41 of the electrical power system 4.
• the fuel gas supply system 1 is a system for supplying hydrogen gas into the fuel cell 10, and comprises a hydrogen tank 11, a cutoff valve SVl, a regulator RG, a fuel cell inlet cutoff valve SV2, a fuel cell outlet cutoff valve S V3 at the other side of the fuel cell 10, a gas-liquid separator 12 (and a cutoff valve SV4), a hydrogen pump 13, a purge cutoff valve S V5, and a non-return valve RV.
• a certain portion of the hydrogen gas which is exhausted from the fuel cell 10 is purged to the purge cutoff valve SV5 and is exhausted to the exterior, it is arranged to return the remainder thereof back to the fuel gas flow conduit via the non-return valve RV.
• the hydrogen tank 11 is constructed as a high pressure hydrogen tank.
• the cutoff valve SVl is the main valve which controls whether or not hydrogen gas is supplied to the fuel gas flow conduit.
• the regulator RGl is a regulation valve which regulates the pressure of the hydrogen gas in the circulation path.
• the cutoff valve S V3 is a cutoff valve which is used when stopping the supply of hydrogen gas to the fuel cell 10.
• the cutoff valve SV4 is a valve which is used for controlling the exhaust of hydrogen off-gas from the fuel cell 10.
• the gas-liquid separator 12 is a device which eliminates water and other impurities in the hydrogen off-gas, generated due to the electro-chemical reactions in the fuel cell 10 during normal operation, and emits them to the exterior via the cutoff valve SV4.
• the hydrogen pump 13 forcibly circulates the hydrogen gas around its circulation path.
• the purge cutoff valve SV5 is opened during purging, but is kept closed in the normal operational state, and when it has been recognized that gas leakage has in a distribution conduit is occurring.
• the hydrogen off-gas which has been purged from the purge cutoff valve SV5 is processed in an exhaust system, not shown in the figure, which includes a diluter.
• the non-return valve RV prevents reverse flow of hydrogen gas in its circulation path.
• the oxidant gas supply system 2 is a system which supplies air, which is the oxidant gas, to the fuel cell 10, and it comprises an air cleaner 21, a compressor 22, a humidifier 23, and so on.
• the air cleaner 21 is a device for cleaning the air which is taken into the fuel cell system.
• the compressor 22 compresses the air which is thus taken in according to control by the control unit 50, and which can change the amount of air which is supplied and the pressure thereof.
• the humidifier 23 increases the humidity of this compressed air by performing exchange of water component with the air vent gas.
• the air vent gas which has been exhausted from the fuel cell 10 and has been dehumidified by the humidifier 23 is diluted by the hydrogen off-gas from the purge cutoff valve SV5 in the diluter not shown in the figures, and is then exhausted.
• the cooling system 3 comprises a radiator 31, the fan 32, and a coolant pump 33, and thereby coolant liquid is supplied into and is circulated within the interior of the fuel cell 10.
• this coolant liquid enters into the fuel cell 10 and is supplied via a manifold (not shown) into the individual cells, and flows to the coolant liquid flow conduits of their separators, thus being arranged to take away the heat which is created along with the generation of electrical power.
• the voltage control system comprises the electrical power system 4 which includes the secondary battery 40 (which can be regarded as the "accumulator device” in the Claims) and the traction motors 45 (which can be regarded as the "certain electrical power consumption device” and the “one electrical power consumption device” in the Claims), the control system 5 which includes the control unit 50 (which can be regarded as the "control device” of the Claims), and the fuel cell system (which can be regarded as to the "power supply” of the Claims).
• the control unit 50 of this electric automobile along with calculating, based upon the vehicle wheel speed signals Sr which are detected by the vehicle wheel speed sensors, vehicle wheel vehicle speeds (i.e., vehicle body speeds which are calculated based upon the vehicle wheel rotational speeds), in other words, a right front wheel vehicle speed VfR, a left front wheel vehicle speed VfL, a right rear wheel vehicle speed VrR, and a left rear wheel vehicle speed VrL, also calculates the amounts of increase per unit time (i.e. the accelerations) A of them (in an acceleration calculation process: the step Sl). And it recognizes whether or not any of these accelerations A for the vehicle wheels 46 is greater than or equal to a predetermined value Ao (in a slippage decision process: the step S2).
• vehicle wheel vehicle speeds i.e., vehicle body speeds which are calculated based upon the vehicle wheel rotational speeds
• the control unit 50 has recognized that, for all of the vehicle wheels 46, the acceleration A is less than the predetermined value A 0 (NO in the step S 2), then the flow of control returns back to the acceleration calculation process of the step Sl.
• the control unit 50 has recognized that, for example, the acceleration A of the front vehicle wheel on the right side 46fR is greater than or equal to the predetermined value Ao (YES in the step S2), then this is taken as meaning that slippage of this vehicle wheel 46fR is taking place, and the flow of control proceeds to the next process (in an deceleration calculation process: the step S3). In this deceleration calculation process S3, the deceleration of the vehicle wheel which has slipped is calculated.
• the control unit 50 has recognized that, for example, slippage of the front vehicle wheel on the right side 46fR has occurred, then, along with calculating the vehicle wheel vehicle speed (the right front wheel vehicle speed VfR) of this vehicle wheel 46fR for which slippage has occurred based upon the vehicle wheel speed sensor signal Sr as detected by the corresponding vehicle wheel speed sensor, it also calculates (in a deceleration calculation process: the step S3) the rate of decrease B thereof per unit time (i.e. the deceleration). And the control unit 50 makes a decision as to whether or not this deceleration B of this vehicle wheel 46fR on which slippage has occurred is greater than or equal to a predetermined value Bo (in a ground touching decision process: the step S4).
• step S4 If, in the touching ground decision process of the step S4, the control unit 50 has recognized that, for the vehicle wheel 46fR which had previously been slipping, the deceleration B is less than the predetermined value B 0 (NO in the step S4), then next the flow of control loops back to the deceleration calculation process of the step S3.
• the control unit 50 has recognized that the deceleration B of the vehicle wheel 46fR which had previously been slipping is greater than or equal to the predetermined value Bo (YES in the step S4), then this is taken as meaning that the state in which slippage of this vehicle wheel 46fR is taking place has ceased since it has now touched ground, and the flow of control proceeds to the next process (in the voltage control process: the step S5).
• control unit 50 controls so as to supply the electrical power from the secondary battery 40 in order to compensate for this abrupt increase in system voltage.
• This type of abrupt increase in the system voltage is not desirable, since it may entail various types of problem, such as failure of the auxiliary equipment, or the like.
• control unit 50 if it has detected in the touching ground decision process of the step S4 that the state of slippage of the front vehicle wheel on the right side 46fR has ceased, along with stopping the supply (the discharge) of electrical power from the secondary battery 40, it also (in the voltage control process: the step S5) implements electrical power supply into the secondary battery 40 from the fuel cell system.
• this voltage control process of the step S5 it is possible to prevent the system voltage from increasing abruptly from the touching ground time point of this vehicle wheel 46fR.
• the control unit 50 estimates the rate of increase of the system voltage (the abrupt tendency shown by the broken line in Fig. 3C), and determines the amount of electrical power that should be supplied from the fuel cell system to the secondary battery 40 according to this estimated rate of increase. After this, the control unit 50 elevates the system voltage gently up to the initial predetermined value Vo, and then ceases this control operation.
• the traction motor 45fR is cited as one example of the "certain electrical power consumption device" of the Claims for performing voltage control, it would also be possible to perform similar voltage control for various other types of electrical power consumption device as other examples of the "certain electrical power consumption device” of the Claims, excluding the secondary battery 40 (such as, for example, the other traction motors, a heat generation device such as a heater or the like, a light generation device such as the running lights or the like, a voice generation device such as an audio device or the like)
• the secondary battery 40 such as, for example, the other traction motors, a heat generation device such as a heater or the like, a light generation device such as the running lights or the like, a voice generation device such as an audio device or the like
• the rate of increase of the system voltage is reduced by controlling electrical power transfer to and from the secondary battery 40, when it is recognized that the amount of electrical power required by one of the electrical power consumption devices (i.e. by one of the traction motors 45) decreased, it would also be possible to reduce the rate of increase of the system voltage by some other means.
• control unit 50 For example it would also be possible, if it has been recognized that the amount of electrical power required by one electrical power consumption device has decreased, for the control unit 50 to reduce the rate of increase of the system voltage by implementing supply of electrical power from the fuel cell system and/or the secondary battery 40 to some other electrical power consumption device not shown in the figures (which might be any other electrical power consumption device apart from the secondary battery 40, like, for example, a heat generation device such as a heater or the like). In such a case, it would also be acceptable to increase the amount of electrical power supplied to that other electrical power consumption device from the fuel cell system and/or the secondary battery 40, the greater is the rate of reduction of the amount of electrical power required by the one electrical power consumption device.
• the traction motors 45 are cited as examples of the "certain electrical power consumption device" of the Claims for performing voltage control
• the secondary battery 40 can be regarded as the "accumulator device” in the Claims
• the control unit 50 to implement supply of electrical power from the fuel cell system to some other electrical power consumption device (for example a heat generation device such as a heater or the like), so as to reduce the rate of change (the rate of increase) of the electrical power supplied from the fuel cell system to the secondary battery 40. By doing this, it would be possible to reduce the rate of change (the rate of increase) of the system voltage.
• a fuel cell system is employed as the power supply
• this is not to be considered as being limitative of the present invention; for example, it would also be possible to employ a secondary battery (such as a nickel-hydrogen battery or a lithium ion battery or the like) or a capacitor as the power supply.
• a secondary battery such as a nickel-hydrogen battery or a lithium ion battery or the like
• a capacitor as the accumulator device.
• the rate of increase of the system voltage is reduced by implementing supply of electrical power from the power supply (the fuel cell system) to the accumulator device (the secondary battery), when the amount of electrical power required by one electrical power consumption device included in the system (one of the traction motors 45) decreased
• the rate of change (the rate of reduction) of the system voltage by implementing supply of electrical power from the accumulator device, when the amount of electrical power required by one electrical power consumption device increases.
• the control unit 50 may control the transfer of electrical power to and from the secondary battery 40 (an accumulator device) so as to reduce the rate of change of the system voltage, when the amount of decrease or increase of electrical power required by one electrical power consumption device included in a system which utilizes the system voltage is greater than the predetermined amount.
• the predetermined amount is determined, referring to the capability of the electrical power consumption device, for example.
• the amount" of decrease or increase does not necessarily mean “the rate" of decrease or increase.
• the present invention could also be applied to some other type of vehicle (for example a ship, a robot, an aircraft or the like) including a system constructed so as to maintain a system voltage at a predetermined value level.

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• Engineering & Computer Science (AREA)
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• 2005
  • 2005-08-04 JP JP2005226496A patent/JP5051989B2/ja not_active Expired - Fee Related
• 2006
  • 2006-08-02 US US11/988,309 patent/US7911183B2/en not_active Expired - Fee Related
  • 2006-08-02 WO PCT/IB2006/002100 patent/WO2007015146A2/en active Application Filing
  • 2006-08-02 KR KR1020087002745A patent/KR100952967B1/ko not_active IP Right Cessation
  • 2006-08-02 EP EP06795192A patent/EP1910125A2/de not_active Withdrawn
  • 2006-08-02 CN CN2006800287541A patent/CN101238005B/zh not_active Expired - Fee Related

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